Initially developed by Savoia-Marchetti as a transport, the aircraft had evolved into a dedicated medium bomber by the time the S.79-I made its combat debut in the Spanish Civil War in 1936. During World War 2, it became Italy's most successful bomber, and the most produced, with around 1370 built between 1936 and early 1944. Although initially hampered by poor tactics, the S.79 bomber crews nonetheless scored sunk a number of Allied vessels, and provided a constant threat to Allied sailors in the Mediterranean in the early stages of the war. In East Africa and the Red Sea the Sparvieri were the most modern bombers in-theatre, proving a challenge to RAF and SAAF biplane fighters. Using specially commissioned full-colour artwork, first-hand accounts and historic photographs, this volume chronicles the history of the S.79's war in the Mediterranean, North African, Balkan, and East African theatres.

Established in 1917 to train Royal Flying Corps aircrew, during WWI Duxford was also the base for two United States Aero Squadrons, 137 and 159, and by the end was a mobilisation airfield for three DH9 day bomber squadrons. During the 1920s and 30s, expansion continued apace, with three fighter squadrons, 19, 29 and 111, and the presence of many illustrious names, including Harry Broadhurst, Johnny Kent and Frank Whittle. The first aerodrome in Fighter Command to receive the Spitfire (in August 1938), Duxford rose to supreme prominence during the early part of the Second World War. Part of 12 Group detailed to protect the industrial midlands and north east Britain, the base's role during the Battle of Britain was mired in controversy due to the 'Big Wing' tactics of Douglas Bader and Trafford Leigh-Mallory. From October 1942 to the end of the war, Duxford was essentially an American base for, variously, the 8th Air Force, 350th and 78th Fighter Groups. Postwar the RAF operated jets from the station until 1961 when the future was put on hold. Managing to avoid the ignominy of becoming a prison or sports complex, the Imperial War Museum finally came to the rescue making Duxford into today's premier international air museum. Richard Smith's research has led him to numerous previously unpublished collections from which he has unearthed some marvellous images of historical significance. A must for the collector, historian or veteran of the times.

"The enemy bomber grew larger in my sights and the rear gunner was sprayed by my guns just as he opened fire. The rest was merely a matter of seconds. The bomber fell like a stone out of the sky and exploded on the ground. The nightmare came to an end." In this enthralling memoir, the author recounts his experiences of the war years and traces the story of the ace fighter pilots from the German development of radar to the Battle of Britain. Johnen flew his first operational mission in July 1941, having completed his blind-flying training. In his first couple of years he brought down two enemy planes. The tally went up rapidly once the air war was escalated in spring 1943, when Air Marshal Arthur Harris of the RAF Bomber Command began the campaign dubbed the Battle of the Ruhr. During this phrase of the war Johnen's successes were achieved against a 710-strong force of bombers. Johnen's further successes during Harris's subsequent Berlin offensive led to his promotion as Staffelkapitan (squadron leader) of Nachtjagdgeschwader and a move to Mainz. During a sortie from there, his Bf 110 was hit by return fire and he was forced to land in Switzerland. He and his crew were interned by the authorities. The Germans were deeply worried about leaving a sophisticatedly equipped night fighter and its important air crew in the hands of a foreign government, even if it was a neutral one. After negotiations involving G ring, the prisoners were released. Johnen's unit moved to Hungary and by October 1944 his score was standing at 33 aerial kills. His final one came in March the following year, once Johnen had moved back to Germany.

With Ethiopia in disarray following a period of severe internal unrest and the spread of insurgencies in Eritrea and Tigray, Ethiopia and its armed forces should have offered little opposition to well-equipped Somali armed forces which were unleashed to capture Ogaden, in July 1977. However, excellently trained pilots of the Ethiopian Air Force took full advantage of their US-made equipment, primarily their few brand-new Northrop F-5E Tiger II fighter-bombers, to take the fight to their opponents, win air superiority over the battlefield, and thus have their hands free to interdict the Somali supply links to stop the invasion cold. This air victory practically sealed the fate of the Somali juggernaut in Ogaden, especially so once Ethiopia convinced Cuba and the Soviet Bloc to support her instead of Somalia. In a fit of pique, Somalia forced all Soviet advisers to leave the country. Already bitter over similar experiences in Egypt in 1972, Moscow’s revenge was designed as a clear message: nobody was to treat her in such fashion again. The USSR subsequently launched an air bridge to Ethiopia, unique and unprecedented in its extension and importance, delivering huge quantities of armament and equipment necessary for the Ethiopians to reconquer Ogaden, and beyond. In turn Somalia asked the USA for help and thus occurred an unprecedented switch of Cold War alliances. This volume details the history and training of both Ethiopian and Somali air forces, their equipment and training, tactics used and kills claimed, against the backdrop of the flow of the Ogaden war. It explains in detail, supported by over 100 contemporary and exclusive photographs, maps and colour profiles, how the Ethiopian Air Force won the decisive victory in the air by expertly deploying the F-5Es – unequalled in manoeuvrability, small size and powerful armament – to practically destroy the Somali Air Force and its MiG-17s and MiG-21s.

The world's first jet engines were already available shortly before the end of the Second World War, but they had not been developed to a high enough standard to take part. This changed after 1945 when, on both sides of the Iron Curtain, one technological development surpassed the others and records tumbled almost every week. The era of the piston engine was finally over and jet fighters now dominated the skies. By the mid-1950s their speed had already reached double that of the speed of sound; an achievement which a few years earlier, would have sounded to many like science fiction.

The Story of RAF Hixon tells the story of a Second World War Training Airbase. It was built in 1941 close to the small Staffordshire village of Hixon and operated from 1942-1945. During this period thousands of men, many from Commonwealth countries, came together to form crews and be trained to undertake night bombing raids on Germany and occupied countries. The book provides an insight into the experiences of these brave young airman, many of whom would later be killed in action. It also considers the short and long-term impact of the airbase development on the lives of villagers at the time, and the permanent changes that have resulted to the village of Hixon and the local district. Much of the story is based on personal interviews with those involved with the airbase in wartime, either as trainee aircrew, instructors, or ground staff and with others who lived in the village at the time. These first-hand accounts provide a unique understanding of the experiences of those most closely involved. The book also brings the story up to date, recalling previous commemorative celebrations of RAF Hixon and current moves to install a stained-glass memorial window in the local church as a permanent memorial. Two appendices are provided, the first being a chronology of wartime airbase development and activity, the second giving details of numerous accidents and incidents, all as recorded in the original Station Log Book, held at the Public Record Office in Kew.